Railway cab side door



1o snapte-sheet 1 K. F. NYSTRQM RAILWAY CAR SIDE DOOR Original Filed April 21, 1941 April 17, 1945.

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April 17, 1945. K F. NYsTRoM RAILWAY CAR SIDE DooR Original Filed April 2l. 1941 10 Sheets-Sheet 2 April 17, 1945. F NYSTROM Re. 22,633

RAILWAY CAR SIDE DOOR Original Fi1ed.Aprl 2l, 1941 10 Sheets-Sheet 3 plil 17, 1945.` K F, NYSTROM Re. 22,633

RAILWAY CARl SIDE DOOR Original Filed April 21, 1941 10 Sheets-Sheet 4 MMF/@525mm ffl April 17, 1945. n F. NYsTRoM RAILWAY CAR SIDE DOOR Original Filed April 21, 1941 l0 Sheets-Sheet 5 April 17, 1945. K. F. NYs'rRoM RAILWAY CAR SIDE DOOR original Filed April 2l,` 1941 l0 Sheets-Sheet 6 *vlas April 17, 1945. K F. NYsTRoM RAILWAY CAR SIDE' DUOR Original Filed April 21, 1941- 10 Sheets-Sheet 7 ZZO April 17 1945'- l n F. NYsTRoM Re. 22,633

RAILWAY CAR SIDE DOOR Original Filed April 21, 1941 l0 Sheets-Sheet 8 April 17, 1945.

Original Filed April 2l, 1941 @www April 17, 1945. K. F. NYsTRoM RAILWAY CAR SIDE DOOR 10 Sheets-Sheet 10 Original Filed April 2l; 1941 Rcued Apr. 17, 1945 UNITED sTATEs PATENT oFFlCE zasss RAILWAY can sinn Doon Karl F. Nyatrom, Nashotah, Wis., assignor to Standard Railway Equipment Manufacturing Company, a corporation of Delaware Original No. 2,340,014, dated January 25, 1944, Se-

rial No. 389,487, April 21, 1941. Application for reissue February 16, 1945, Serial No. 578,141

14 Claims.

' of such doors are that they .be strong enough to resist thrusts from the inside of the car caused 4by the shiiting of the lading and that they form reasonably tight seals with the frame members around the doorways to prevent the entrance of moisture, cinders andother foreign matter into the interior of the car.

An object of my invention is to provide a car having a clear inside width of 9' 6" and an overall outside width of 10 8", which latter dimension is the maximum permitted for interchange among the various railroads of the country. The conventional type of side door is one in which the operating mechanism for the door, such as rollers, starting lever, lock and handle are mounted upon the outside face of the door and the width of such members necessarily restricts the inside width of the car. I `accomplish the above mentioned object -by placing the door track and the rolling means for the door substantially below the door. This is an improvement over the provision of such rolling means on the outside face of the door as the additional clearance obtained permits an increase of the inside width of the car.

Another object is to form an effective seal completely around the door to prevent the entrance of foreign matter into the interior of the car. I accomplish this object, nrst, by constructing the door and then using such door as a gauge around which certain framing members of the car are positioned and then secured together to form a rigid doorway frame. The doorway frame is thus custom rbuilt to the size of the door, thereby eliminating the openings usually caused by the inherent variations in size of a door and doorway frame. The second method contributing to the accomplishment of the' above object is the arranging of the door, doorway irame and operating mechanism for the door in such a way that a seal is formed as a result oi the closing movements of the door, as will hereinafter be explained in detail.

Another object of the invention is to use the door track as a reinforcement. The side wall of of the door.

a railway car is naturally weak at the doorway, both for the reason that the doorway constitutes an inherent weakness in the side wall and for the reason that the doorway is commonly in the center of the car where the beam stress is the greatest. I rigidly attach the track to the side sill -below the doorway to provide the reinforcement and also utilize a part of the track for the purpose of underlying and supporting part of 10 the threshold plate. v

Another object is to provide a door operating means lwherein the closing movement of the door movesV such door outwardly from the car a distance sufllcient to form seals on certain edges The lading within the car is frequently thrown against the door to cause an outward thrust on such door and, in the construction herein disclosed, such outward thrust tends to provide a still tighter and more effective seal 20 around the edges of the door whereas in certain types of conventional car the closing of the door tends to create an opening rather than an effective seal.

In the type of door herein disclosed, the operating means comprises rollers pivotally mounted upon the door and arranged to roll, during opening and closing movements, upon a track mounted upon the car. depressions positioned so that when the door is in the full opened or full closed position, the

weight of the door is removed from the rollers and transferred to a rigid member of the door so that the friction between such rigid member and the door track retards movement of the door. In a conventional construction, said rigid member is comprised of the roller housings which are commonly castings. The difficulty of maintaining a large area of frictional contact, due to irregularities in the castings, reduces the frictional resistance to moving and permits the door to open or close itself unexpectedly during service movements of the car. In the invention herein disclosed, I use pressed or rolled parts for the above mentioned rigid member, thereby obtaining a more even contact lbetween such member and the door track and consequently a greater frictional resistance to moving. Such pressed or rolled member may be the lower frame member of the door.

Another object of the invention is to provide a door lock which does not interfere with sealing strips on the edges of the door and doorway frame, which method of accomplishing such means will be hereinafter pointed out in detail.

Another object isv to utilize the door track, for

The track is Iprovided with the double purpose o! providing a support for rolling movement of the door and oi' placing a limitation upon the upward movement thereof. The use of a unitary member to accomplish these two purposes eliminates the effect of inaccuracies in assembling the various parts of the car.

As hereinabove pointed out, I use the door as a gauge for positioning the various parts of the doorway frame during assembly of such frame and I also utilize the door track as a gauge from which the positions of the other parts of the doorway frame may be determined.

When the door is in the full opened or full closed position, the weight is preferably removed from the rollers and the door is supported by friction surfaces at the upper and lower edges, which surfaces, according to my-present invention, are preferably inclined. Such inclination permits the door to deflect laterally; that is, inwardly or outwardly, and thereby permits the upper and lower edges thereof to ride upwardly or downwardly on the inclined surfaces so as to compensate for slight irregularities in the shape of the door and in the positioning of the members having such inclined surfaces.

Another object is to provide a sealing means at the lower edge of the door, which sealing means is formed by a lower door member being disposed relatively close to the side sill vof the car and an upper door member being disposed relatively close to the threshold plate of the car, thereby providing two seals. AI'Y also provide a trough between the seals for the purpose of trapping and carrying away liquid which passes through the outermost seal. Y Another object is to utilize the above mentioned rigid member on the door as a guide to restrict lateral motion during horizontal rolling movement of the door in a'ddition to using such member to form a friction element to retard movement of the door when in the full opened or full closed position.

Other objects and advantages of my invention will be apparent from the following detailed description by referring to the accompanying drawings.

In the drawings:

Fig. 1 is a side elevation of a portion of a railway car showing one embodiment of my invention.

Figs. 2 and 3 are sections on lines 2 2 and 3 3. respectively, of Figure 1.

Figs. 4 and 5 are sections similar to Figures 2 and 3, respectively, showing a modified form of the invention.

Fig. 6 is an exploded view showing the door and doorway frame members in their proper relation.

Fig. 7 is an enlarged view of the lock mechanism shown in Figure 1, the door being fully closed and locked. v Fig. 8 is a view of theLlock mechanism 'shown in Fig. 7 when the door is in full closed position but not locked.

Fig. 9 is a section on line 9 9 of Figure 7.

Fig. 10 is a view similar to Figure 2 showing another modified form of the invention.

Figs. 18 to 20, inclusive, are views similar to the lower part of Figure 2, showing further modiflcations of my invention.

Figs. 21 and 22 are views similar to the upper part of Figure 2, showing further modifications of my invention. f

Figs. 23 and 24 are` views similar to the lower part of Figure 2, showing other modifications of my invention.

In the modification of my invention shown in Figures 1 to 3, a portion of a railway car is disclosed having the usual side plate 2, side sill 3 and vertical posts, such as the door posts 5, 6, extending betweenuand secured to the plate 2 and sill 3. The present invention is particularly related to the door and doorway structure of the car; the other parts of the side wall may be of any convenient design such as, for example, that shown in my Patent No. 2,150,897 dated March 2l, 1939. As is usual in this type of car, the side sill 3 is a common part 'of the underframe and the side wall and, in the form shown, comprises an inwardly facing channel. The side plate 2 is comprised of an upper portion 8 and a lower portion 9 with the car roof I I being secured to the upper portion 8. The door posts 5, 5, shown more particularly in Figure 6, each` comprise a flat part I2 substantially in the outer plane of the side wall, an inwardly directed flange I4 defining an edge of the doorway and a Z bar I5 formed on the opposite side of the post from the flange I4. Filler strips' I1 are secured to the posts 5, E forthe purpose of attaching the side wall lining I8 as shown in Figure 3. The threshold plate 2Il is supported on the upper surface of the side sill 3 and extends outwardly (2|) beyond such sill and also downwardly (23) and inwardly (24) for the purpose of supporting the car floor 26.

The broken line 21 shown in Figures 2 and 4 is the established clearance line; that is, no part of the car is permitted to extend outwardly beyond this line. As shown most clearly in Figure 6, the door 29 is made up of a rectangular framework comprised of the top frame strip 30, the bottom frame strip 92, the front frame strip 33 and' the rear frame strip 35. This framework supports a relatively thin metallic sheathing 38 formed with substantially horizontal stiieners 38 extending between the front 33) and rear (35) frame strips.

The door 29 has front 40) and rear (4I) roller housings rigidly secured thereto with rollers 43 pivotally mounted within the housings. The door track is a. channel member 44 having its web 46 secured to the outer side of the web 41 of the channel shaped sill 3 with itslupper flange I9 underlying and supporting the outwardly projecting part 2| of the threshold plate 20. The lower flange 50 of the channel track member 44 supports the tread which is an angle 52 upon which the rollers 43 roll during horizontal movement of the door 29. 'I'he lowereflange 50 is coped so that the tread 52 may be depressed (53) at certain places below the general level of the tread.

I'he bottom frame strip 32 of the door 29 comprises a vertical leg 55 secured to the door substantially in the plane of the door sheathing 36 and a horizontal leg 56 extending inwardly below the threshold plate 20. The horizontal leg 53 is formed with a flange 59 inclined downwardly and outwardly from the car. The web 45 of the channel track member M has formed therein an outwardly projecting, horizontally extending corrugation 59 with the upper side 6I thereof inclined dowv1 fdly and outwardly substantially complementary with the flange 58 of the bottom frame :muss i strip 92. The depressions 99 in the tread 92 are arranged so that when the door 29 is in the'full opened or full closed position, the rollers 49' are above the depressions 59 and the weight of the door is taken by the flange 59 of the bottom frame strip 92 engaging the upper side 9| of the corrugation 59. The rollers 49 are then out of engagement with the tread 92 and may be rotated freely. y

When the door 29 is in the full opened or full closed position, the weight of the door causes the bottom frame strip flange 59 to bear upon the corrugation 59 and induces a frictional resistance to sliding movement of the flange 59 on the corrugation 59 which frictional resistance retards horizontal movement of the door. When the door 29 is in any position between full opened and full closed, the rollers 49 engage the undepressed parts of the tread 52 and the door moves freely in a horizontal direction. In order to overcome the above mentioned frlctional resistance and move the door 29 into such position that the rollers are operative, a starting lever 92 is pivotally mounted upon the door 29, which lever 92 has a projection 99 on the lower end thereof arranged to engage a starting bracket 95 secured to the side sill 9 so that a leverage may be exerted to pry the door 29 into rolling position. The operation of the starting lever 52 is more fully explained in Schlesinger Patent No. 1,963,152 dated June 19, 1934.

The rollers 49 are above the depressions 59, as hereinabove explained,` when the door 29 is in the full closed position; the flange 59 of the bottom frame strip 92 then engages the inclined upper side 6| of the corrugation 99 and tends to move the door 29 outwardly from the car. In other words, the weight of the door 29 tends to cause it to slide down the inclined side 9| of the corrugation 59. Similarly, at the top edge of the doorway, a sealing strip 99 is secured to the side plate 2 of the car and the top frame strip 99 of the door 29 has a downwardly and outwardly inclined part 99 arranged substantially complementary with a downwardly and outwardly inclined part 1I of the top sealing strip 99. 'I'he weight of the door 29 also causes such door to tend to slide down the inclined part 1| of such sealing strip 99. The outward movement, of the door is limited at the top by a hood 12 having a depending flange 1I arranged to engage an upstanding part 15 of the top frame strip 99 and at the bottom by depending lips 11 on the roller housings arranged to engage the upstanding flange 19 of the tread angle 52.

As shown in Figure 3, the front door stop 92 is secured to the front door post and includes a pocket formed by a forwardly directedl flange 99, an outwardly directed web 95 and a reflange 96 inclined outwardly and rearwardly from the web 95. The front frame strip 99 of the door 29 has a flange 99 disposed substantially in the plane of the door sheathing 39, an outwardly directed web 99 and a reflange 9| inclined outwardly and rearwardly substantially complementary with the reflange 99 of the door stop 92. A'spark strip 92 is secured to the rear door post 6 and includes an outwardly directed flange 94 and a reilange 95 inclined outwardly and rearwardly. The rear frame strip 95 of the door 29 includes a web 91 substantially in the plane of the door sheathing 99 and a ilange 99 inclined inwardly and forwardlyv substantially complementary with the reflange 95 of the spark strip 92. The spark strip 92 may be provided with a li ,l 99 so that, wherthevf rear door post 9 is lea g, the lip 99 deflects foreign matter away from\ the seal formed by the reflange 99 and flangel 99. When the door 29 is moved outwardly byithe means providedat the top and bottom of the\ door as hereinabove described, the reflanges 9|, 99 of the front frame strip 99 and iront door stop 92, respectively, engage to seal the front edge of the doorway andthe flange 99 of the rear frame'strip 95 engages the reflange of the spark strip 92 to seal the rear edge of the doorway. It is pointed out that any thrust upon the door 29 from the interior of the car tends to increase rather than decrease the effectiveness of the door seals.

The locking mechanism |99 disclosed in Figuires 1 and 3 will be described in detail hereina er. I

Figures 4 and 5 show a modified construction in which the door |99 moves inwardly when the weight is removed from the rollers 49 in contrast with the structure disclosed in Figures 1 to 3 wherein the door is moved outwardly. The door track |94 comprises a channel member secured by its web |95 to the side sill 9 as hereinabove described and having a tread angle 52 carried by the lower flange |91 of the channel member |94. A friction member |99 for .supporting the door |99 when the weight is removed from the rollers 49 consists of an angle having a downwardly and inwardly inclined flange |99 rigidly secured to and forming a part of the door track |94. The friction member |99 may be formed of a plurality. of angles spaced apart longitudinally of the car or, as an alternative, a continuously extending angle. The bottom frame strip ||9 of the door |99 shown in this modification is comprised of a vertical leg ||2 secured to the door |99 and a downwardly and inwardly inclined leg |I9 arranged substantially complementary with the inclined flange |99 of the friction member |99 so that, as the weight of the door |99 is removed from the rollers 49 and transferred to the bottom frame strip ||9, thel weight of the door tends to move the door inwardlytoward the car. The roller housing ||5v is provided with a boss ||9 have its upper surface ||9 inclined in substantial conformity with the under side of the inclined flange |99 of the friction member |99 so as to restrict upward movement of the door |99 and'thereby prevent disengagement from the tread angle 52.

At the upper side of the doorway frame, a hood ||9 is secured to the side plate |2| and has a horizontal web |22, a depending flange |24 and a reflange |25 inclined inwardly and downwardly. The top frame strip |21 of the door |99 has a` substantially vertical flange '|29 and an upwardly and outwardly extending reflange |99 arranged to overlie and be complementary with the refiange |25 of.' the hood ||9. Then when the weight of the door is removed from the rolllers 49 by reason ofv such rollers being disposed above the depressed parts 59 of the tread 52 as hereinabove described, the refianges |25, |99 of the hood ||9 and top frame strip |21, re-

spectively engage and'tend to move the door |99 inwardly toward the car. As shown in Figure 5, the front door stop v|9| has a flange |99 inclined forwardly and outwardly and the front frame strip |94 of the door has a flange |99 substantially complementary with the flange |99 of the 4front door stop |9|, which flanges |99, |99 engage to seal the front edge of the'doorway when the door |99 is moved inwardly as hereinabove described. The spark strip |31 is formed integral with a. part of the rear door post 3 and comprises an outwardly and rearwardly directed flange |33. The rear door post 3.is provided with an outwardly projecting, vertically extending corrugation |43 adjacent `to the spark strip |31, The rear frame strip |42 of the door |33 has a web |43 substantially in the plane ofthe door sheathing 33, a forwardly and inwardly directed flange |45 and an inwardly and rearwardly directed reiiange |45. Ihe reange |43 of the rear frame strip |42 engages a part of the corrugation |40 to seal the rear edge of the doorway when the door is moved inwardly as described above.

Figure 6 illustrates the method of assembly of the doorway frame to obtain small clearances between all the cooperating sealing parts of the door and doorway frame. The door 23 is first constructed and, as disclosed in Figuresl to 3, it is comprised of a front frame strip 33, s. rear frame strip 35, a top frame strip 30, a bottom frame strip 32 and sheathing 35 including stir!- eners 33 secured to the frame strips.

The doorway framing is assembled from four parts. The lower part 3 of the side plate 2 of the car is preferably made in several pieces and one (|50) of such pieces forms a part of the upper side of the doorway framing. A header |53, top sealing strip 53 and hood 12 are rigidly secured to the side plate piece |50, thereby forming the upper side |5| of the doorway frame. The lower side |54 of the doorway frame consists of the threshold plate 20 and the channel track member 44 rigidly secured together. The iront door post 5 and front door stop 32 are rigidly secured together to form the front side |55 of the doorway frame and the rear door post 5 and spark strip 32 are secured together to form the rear side |51 of the doorway frame.

The door 29 is then placed in a jig and the lower side |54 of the doorway frame is arranged adjacent to the lower edge of the door 23 with the upper side of the corrugation 59 in contact with the inclined flange 53 of the bottom frame strip 32. The upper side |5| of the doorway frame is placed adjacent to the top edge of the door with the inclined part 1| of the top sealing strip 53 vengaging the inclined part 53 of the top frame strip 30. The front (|55) and rear (|51) sides of the doorway frame are assembled in a similar manner with the cooperating sealing parts oi' the door and doorway frame disposed in contact.

The four sides of the doorway frame are then rigidly secured together, preferably by welding and placed on the car in proper relation to the other parts of the car, which other parts have preferably been also assembled as units. In order to be certain that the respective door and doorway frame are used on the same car, it is preferable to keep the door 23 attached to the frame while the latter is applied to the car. After the assembled frame is in the proper position relative to the other parts of the car, the track member 44 and threshold plate 20 are secured to the side sill 3 and the piece |50 of the side plate 2 which forms a, part of the doorway frame is then secured to the other pieces of the side plate 2. y

The locking mechanism |33 for the door 23, as shown in Figures '1 to 9, is comprised of a bracket |30 rigidly mounted, preferably by means of rivets |3|, upon the side sill 3 ofthe car and arranged to extend upwardly and outwardly therefrom. The upper part of the bracket |30 carries a pair of spaced apart lugs |33, |33 having the pin |33 projects through the slot |10 so that the latch member |33 is slidable vertically to an extent limited by the length of the slot |10. The latch member |33 is also free to rotate upon the pin |33 as a iulcrum, which rotation is limited by the parts |12l |13 of the bracket |30.

The front roller housing 40 has a nose |15 which protrudes beyond the front edge |14 of the door 23 and has a vertically extending hole |13 therethrough. When the door 23 is in the full closed position, as shown in Figure "I, the lower end |13 of the latch member |53 is disposed in the hole |13 in the roller housing nose |13 and thereby prevents horizontal movement of the door 23. The latch member |33 is provided with an outwardly projecting-lug |13 and a dog |3| is pivotally mounted upon the pin |55 and also provided with an outwardly projecting lug |32 aligned with the lug |13 when the lock is in the locked position, as shown in Figure 7. The lug |32 has a hole |34 arranged to align with the hole |35 in the latch member lug |19 when the v lock is in the position shown in Figure 7. The

latch member |33 is thus prevented from moving vertically andthe door 29 is, therefore, locked in the full closed position. A seal may be inserted through both the holes |04, |35 so that any unauthorized opening of the door 23 may be detected by railroad oilicials, or others responsible for maintaining the car in the sealed condition.

When the door 29 is in an opened position, both the latch member |33 and the dog |3| hang by their own weight in depending positions, When door 29 is moved to the full closed position as shown Ain Figure 8, the latch member |53 rotates about the pin |55 to the position shown. In order to lock the door 23, it is necessary to rotate the dog |5| until the lug |32 thereof is moved out of the path of the lug |13 on the latch member |53; then the latch member |53 may be moved upwardly and then downwardly until the lower end |18 thereof is inserted in the hcle |15 through the nose |15 of the roller housing 40. The dog |3| is then rotated to the position shown in Figure 7 and the seal may be inserted through the holes |34, |35 for the purpose of sealing the door. In order to open the door, the above described operation is performed in reverse.

The structure shown in Figure l0 is similar in many respects to that shown in Figure 2.

'y The track is a channel member |30which carries the tread angle 52 and reinforces the threshold plate 20 as hereinbefore described.

The friction member |3| may be comprised of intermittent pieces or a continuous piece secured to and forming a part of the channel member |30 and, in the modication shown, has an upper flange |33 which is substantially horizontal. The bottom frame strip |34 of the door |33 is comprised of a vertical leg |31 attached to the door |33 and a horizontal leg |33 extending inwardly below threshold plate 20 and arranged to rest upon lthe upper flange |33 of the friction member 3| when the weight of the door |35 is removed from the rollers 43. The horizontal leg |93 is formed with an upstanding flange 203 which engages with the uwer ange 232 of the channel track member so as to restrict the lamount of moisturel andV other foreign matter which-,may pass therebetween. The vertical leg |91 ofjthebottom frame strip |94 is relatively close to the outer edge of the thresholdplate 20, also for the purpose of restricting the passage of foreign matter finto the car. `The channel formed by the vertical leg |91, horizontal leg |99 and upstanding flange mor the bottom frame strip `umv functions to drain of! any liquid which happens to pass between the upstanding flange 200 and the web 203 of the channel track member |90. e

At the top of the doorway frame shown in Figure 10, the door header 209 projects outwardly beyond the side plate 2. 'I'he top frame strip 209 of the door |99 has an inwardly directed flange 209 overlying a part 2I| of the header 209 and a hood 2|2 overlies the flange 209 of the top frame strip 209 and includes a flange 2|4 disposed outwardly therefrom. .Upstanding fingers 2| 9 on the door |99 cooperate with the hood 2|! t0 guide the top 0f the door |99 during its horizontal movement.

Figure 1 shows a bracket 99 secured to theA sill 3 and arranged to cooperate with the vstarting lever 92 to move the door 29 to a. rolling position. Figures 1l to 13 show a modied form of such bracket. The bracket 220 comprises a base 22| secured to the sill 3 and outstanding, spaced apart lugs 223, 224 having vertical faces 229 on both sides thereof so that the starting lever 62 may engage any one of four surfaces 229 for the purpose of moving the door. 29. The lugs 223, 224 underlie the lower flange 90 of the channel track member 44 for the purpose oi' supporting the track member and extend outwardly beyond the tread angle 92 and upwardly (221) for the purpose of engaging the lower end 93 of the starting lever 92. Additional track supports may be provided by edgewise disposed plates 229, preferably welded in position, as shown in Figure 1.

In the modification shown in Figure 14, the front door stop 232 comprises an outwardly and forwardly directed web 233 and an outwardly and rearwardly directed flange'239. The front frame strip 239 of the door comprises a flange 239 substantially in the plane of the sheathing 39 of the door, a web 239 projecting outwardly and forwardly therefrom substantially complementary with the web 233 of the door stop 232 and a reflange 24| extending outwardly and rearwardly substantially complementary with and engaging the flange 239 of the front door stop 232. The structure shown in Figure 14 may be substituted for that shown in either Figures 2 or 4, preferably that shown in Figure 2.

In the modification shown in Figure l5, the front door stop 244` comprises a flange 249, an outwardly directed web 241 and an outwardly and rearwardly directed refiange 249. The front frame strip 290 on the door has a flange 29| disposed substantially in the plane of the door sheathing 39, an outwardly directed web 293 and an outwardly and rearwardly directed reflange 294. The frame strip 290 and door stop 244 are proportioned in suchy a way that'the reilange webs 293, 241

294 of the frame strip 290 engages thek reange 249 of the door stop 244 before the respective ing the front edge of the door.

Figure 17 discloses, a front door stop 293 and a front framestrip294substantially as shown in Figure 15. vReinforcing means 299 are'provided for the door stop293, whichmeans is either a series of vertically spaced` clips or. a vertically extending member. preferably the former.

Figure 18 is somewhat like the lower vpart of Figure 4, except in the means provided for 'guiding the door during the horizontal rolling movement thereof. I'he lip 11 provided on Athe 'roller housing 4| as shown in Figures is dispensed with andthe hereinafter described means provided in place thereof. The bottom frame strip 211 of the door comprises a vertical leg 219 secured to the door, an inwardly and downwardly inclined leg 290, a depending flange 29| and an inwardly and downwardly inclined reilange 293. The friction member 294, which is secured to and forms a part of the track member 299, consists of a vertical leg291 secured to the web 2990i the channel track member 289, an upwardly and out-v wardly inclined leg 290 and an upstanding flange 292. The inclined leg 290 of the friction member tom frame strip 211 engage to guide the doorv during its rolling horizontal Vmovement upon the track 299. A

In the modification shown in Figure 19, the track 299 is a channel member wherein the lower flange 299 thereof supports the tread angle 92 in a manner similar to that disclosed in Figure 2. The upper flange 299 of the channel member 299 is spaced below the threshold plate 20 and inclined upwardly and outwardly to form a friction member. The bottom frame strip 299 of the door comprises a vertical leg 30| secured to the door and a downwardly and inwardly inclined leg 302 which engages the upper flange 299 of the channel track member 299 for the purpose of providing frictional resistance to the movement of the door when the weight of the door is taken off the rollers 43. The door is thereby moved inwardly as pointed out with reference to Figure 4.

Figure 20 discloses a modification wherein the members which cooperate to frictionally resist movement of the door are disposed below the tread 92 and rollers 43. The track is a channel member 309 having the tread angle 92 mounted upon thev upper flange 309 thereof; the lower flange 309 of the channel member 309y has a part 309 inclined upwardlyand outwardly. The bottom fram'egstrip 3|| of the door has an upper part 3I2 secured to the door and arranged to extenddownwardly and outwardly of the roller housing 3| 4. `'The lower part 3|9 of the bottom frame strip 3|I is inclined inwardly and downwardly and engages the part 309 of the lower flange 309 of the channel track member 309 for the purpose of providing frictional resistance to horizontal movement of the door and of tending to move the door inwardly when the weightof the door is removed from rollers.

Figure 2'1 discloses an arrangement at the top side of the doorway trame similar to that shown in Figure 2 except that, in the modification shown in Figure 21, the top sealing strip 3|6 and the hood 3|3 are made in one piece.

' doorway.

Figure 23 discloses a modification wherein the track (330) and friction (33|) members are separate parts whereas in most lof the structures hereinbefore disclosed, the friction member is rigidly secured to and forms a part of the track member. The track member 330 is comprised of an angle secured to the side sill 3 and supporting a tread angle 52 secured to the horizontal leg 333 thereof. angle secured to the side sill 3 in spaced relation above the track member 333 and the bottom frame strip 334 of the door has an inwardly directed, substantially horizontal leg 336 which engages the friction member 33| for purposes hereinbefore described.

In the modication disclosed in Figure 24, the track comprises a channel member 343 having its web 34| secured to the web 41 of the side sill 3 and its upper flange 343 underlying and supporting the threshold ,plate 20. The lower flange 344 of the channel member 34|l is comprised of a downwardly and outwardly inclined part 346 and a substantially horizontal part 341. The

bottom frame strip 346 of the door comprises an' upper part 350 secured to the door and a lower part formed' with an inwardly directed, substantially horizontal flange 352 and an upwardly and inwardly inclined reflange 353 substantially complementary with the inclined part 346 of the lower channel flange 344. Roller housings 355 are mounted upon the door and rollers 356 are revolubly mounted within the housings 355. the rollers 356 extending through openings 353 in the flange 352 so as to engage the substantially horizontal part 341 of the channel member 34Il for the purpose of moving the door horizontally.

`The friction member 33| is also anv said opening: means to move the door outwardly as the door is moved into closed position,. and means utilizing such outward movement for forming a weather seal between .the door and periphery of said door opening.

2. In a railway car having a wall, a doorway in said wall and a door movable in a plane parallel with said wall for closing said doorway; a track comprising three laterally extending parts spaced apart vertically, means including a roller attached to lsaid door and arranged to roll the door upon the lowermost of said parts, a member secured to said door disposed between the'center and uppermost of said parts, and a depression in said lowermost part arranged so that when said roller is above the depression said member engages said center part to frlctionally support the door, said uppermost part arranged to engage with said member to limit upward movement of the door.

3. A structure as deilned in claim 2 wherein said uppermost part is'arranged to underlie and reinforce a threshold plate in said doorway.

4. Ina railway car having a door opening in la wall thereof and a door movable in a plane substantially parallel with said wall for closing said opening; means to move the door outwardly as the door is moved into closed position, sealing members at edges of the door and door opening, and means utilizing such outward movement for forming a weather seal between the door and The substantially horizontal part 341. of the track 34|! is formed with depressions 353 at predetermined locations and when the rollers 356 are above the depressions 359, the reange 353 of the bottom frame strip 349 engages the inclined part 346 of the channel member 340 to frictionally resist horizontal movement of the door and to move the door outwardly as hereinabove de-` scribed with reference to Figure 2. The roller housing 355 is provided with an upstanding lip 35| arranged to be confined between the channel web 34| and the horizontally extendingmember 362, thereby guiding the door during horizontal movement thereof.

The accompanying drawings illustrate the preferred form oi' the invention, though it is to be understood that the invention is not limited to the exact details of construction shown and described, as it is obvious that various modifications thereof, within the scope of the claims, will occur to persons skilled in the art.

I claim:

1. In a railway car having a door opening in a wall thereof and a door movable in a plane substantially parallel with said wall for closing Gl v periphery of said door opening, certain of said sealing members limiting said outward movement of said door.

5. In a railway car having a wall with a doorway therein and a vertically shlftable and laterally movable door moveable parallel with said wall for closing said doorway; means to form seals above and below said doorway respectively upon a downward shifting of the door, and means to form seals at both vertical sides of the doorway upon an outward movement of the door, said last mentioned means limiting said outward movement of said door.

6. In a railway car having a wall, a doorway in said wall, a vertically shii'table and laterally moveable door moveable in a plane substantially yparallel with said'wall to a position opposite said doorway; vertical elements adjacent the vertical edges of said doorway, vertical members carried by said door arranged to be disposed at least partially on the inside of said elements when the door is opposite said doorway, and to limit outward movement of said door, means to dispose the weight ofthe door upon a downwardly and outwardly inclined surface as the door shifts downwardly so that said door is forced outwardly from said position to a fully closed position, whereby said elements and members cooperate to form a weather seal and are arranged to utilize an outward thrust on the inside of said door to form a more veffective seal, Vand said vertical members and elements limit said outward movement of said door.

7. In a railway car having a wall, a doorway in said wall, a vertically shiftable and laterally moveable door moveable in a plane substantially parallel with said wall to a position opposite said doorway; vertical elements adjacent the vertical edges of said doorway, vertical members carried by said door arranged to be disposed at least partially on the insideof said elements when the door is opposite said doorway and to limit outward movement of said door, means to shift the weight of the door upon a structure mounted on the car to frictionally resist movement of the door parallel to said wall, means to move the door into engagement with a downwardly and outwardly inclined surface as the door shifts downwardly. so that said door is forced outwardly from said position/to a fully closed position whereby said elements and members cooperate to form a weather seal and further frictionally resist movement of the door parallel with said wall, and said vertical members and elements limit said outward movement of said door.

8. In a railway car having a wall, a doorway in said wall, a laterally moveable door moveable in a plane substantially parallel with said wall to a position opposite said doorway; vertical elements adjacent the vertical edges of said doorway, vertical members carried by said door arranged to be disposed at least partially on the inside of said elements when the door is opposite said doorway and to limit outward movement of said door, means to move the door outwardly from said position to a fully closed position whereby said elements and members cooperate to form a weather seal and utilize an outward thrust on the inside of said door to form a more effective seal, and said vertical members and elements limit said outward movement of said door.

9. In a railway car having a wall, a doorway in said wall, a vertically shiftable and laterally moveable door moveable in a plane substantially parallel with said wall to a position opposite said doorway, said door provided with rollers engaging a track mounted upon the car which track is provided with depressions; vertical elements adjacent the vertical edges of said doorway, vertical members carried by said door arranged to be disposed at least partially onthe said position to a fully closed position whereby said elements and members cooperate to form a weather seal at the vertical margins of the doorway and the door and the inclined surfaces cooperate to form a weather a seal above and below the doorway when the door is in said fully closed position, and said vertical members and elements limit said outward movement of said door.

1l. In a railway car having a wall with a doorway therein and a vertically shiftable and laterally moveable door moveable parallel with said wall to a position opposite said doorway, and cooperative sealing members about said door and doorway; means to move the door outwardly from said position as the door shifts downwardly whereupon said cooperative means cooperate to form seals above, below, and at both vertical sides of the doorway, certain of said sealing members limiting said outward movement of said door.

12. In a railway car having a wall with a doorway therein, a vertically shiftable and laterally moveable door moveable in a plane substantially parallel with said wall to a position opposite said doorway, and cooperative sealing members about said door and doorway; means to move the door inside of said elements when the door is opposite said doorway and to limit outward movement of said door, a structure having a downwardly and outwardly inclined surface positioned so that as the rollers move into said depressions the door engages said inclined surface and moves downwardly and outwardly and said elements and members are caused to cooperate to `form a weather seal and utilize an outward thrust on the inside of said door to form a more effective seal, and said Vertical members and elements limit said outward movement of said door.

10. In a railway car having a wall, a doorway in said wall, a vertically shiftable and laterally moveable door moveable in a plane substantially parallel with said wall to a position opposite said doorway; vertical elements adjacent the vertical edges of said doorway, vertical members carried by said door arranged to be disposed at least partially on the inside of said elements when the door is opposite said doorway and to limit outward movement of said door, means to dispose the weight of the door upon downwardly and outwardly inclined surfaces above and below said doorway respectively as the door shifts downwardly so that said door is forced outwardly from outwardly and downwardly from said position to a fully closed position so that said sealing members cooperate to form a weather seal as said door moves outwardly from opposite said opening to said closed position, certain of said sealing members limiting said outward movement of said door.

13. In a railway car having a wall with a doorway therein, a vertically shiftable and laterally moveable door moveable in a plane substantially parallel with said wall'to a position opposite said doorway; cooperative loosely fitting tongue and groove sealing members between said wall and door adjacent the vertical edges thereof, said tongues being within said grooves when the door is opposite said doorway, means to move the door from said position into engagement with a downwardly and outwardly inclined surface so that said door moves outwardly and downwardly to a fully closed position whereby a seal is formed between said tongues and grooves and between said door and inclined surface, and said vertical sealing members limit said outward movement of said door.

14. In a railway car having a wall with a doorway therein, a vertically shiftable and laterally moveable door moveable in a plane substantially parallel with said wall to a position opposite said doorway; sealing members between said wall and door, means to move the door from said position into engagement with a downwardly and outwardly inclined surface so that said door is forced outwardly and downwardly to a fully closed position whereby a seal is formed between said sealing members and between said door and inclined surface, certain of said sealing members 

